2014 Nissan 370Z Nismo Review by Carey Russ +VIDEO

Dollar for dollar, in class, it's the best bang for your buck!

There has been a hole in Nissan's high-performance sports car lineup.
The 370Z provides plenty of well-balanced ability for a very reasonable
price, making it one of the best sports car values going. As has been the
case for most of the Z's lifespan since the debut of the 240Z in 1970. More
go in the Nissan lineup means GT-R, at a considerably higher price. So how
about something in the middle? Something that is more exclusive than the
370Z, and maybe a bit quicker, but not at the GT-R's price premium?

That would be the Nismo Z. Nismo is NIssan MOtorsports, the factory
racing division. The Nismo Z gets the full tuner treatment, with
enhancements to engine, suspension, and bodywork. There's a bit more power,
a smooth, aerodynamic look, and a track-ready suspension. Yes, it's more
expensive than the regular Z, by $13,000 over the base Z with manual
transmission and nearly $8,000 over the Touring model with stick. What you
get for that premium would be far more than that should you try the
do-it-yourself approach. This is a seriously quick and track-capable car
that is also easy to drive around town or to the grocery store.

As long as the roads are smooth....

There is one word that can describe the 2014 Nismo Z. That word in
"uncompromising". It's a factory tuner car designed and built for track
days or autocrossing. It comes with any drivetrain you want, as long as
that is a slightly-tuned version of the regular Z's 3.7-liter V6 with 350
horsepower (18 up from 332) and a six-speed manual gearbox. Since it was
conceived as a track car, amenities are scarce. Don't look for a navigation
system or any of the newer electronic gadgets. The option list consists of
a Bose® audio system and various dealer-installed bits including a backup
camera with the screen in the inside rearview mirror, illuminated kick
plates, and similar. Electronic gadgetry sucks up power and adds
weight… bad for performance.

If the power increase isn't all that noticeable in normal driving, the
suspension is. It's tuned for the track, for minimal squat under
acceleration, dive under braking, and body roll when cornering. It's
compliant only if compared to a kart… and works very well in its
intended habitat. Racetracks are far smoother than most public roads, and
the bumps race drivers may complain about would go un-noticed among the
potholes, frost heaves, tar snakes, and general decrepitness of American
highways and byways.

But if you're looking for something you can drive to the track, have fun
with there, and drive home, here it is. Little if any extra preparation
necessary, depending on club and track rules. And, as I discovered during
my week with a 2014 example, it's not high-strung at all, and as easy to
drive in everyday conditions as any other car with a stick. Stay away from
bad pavement, and watch clearance of the front splitter, and the Nismo
version is as practical and useful as any other current Z, and Spartan only
if compared to an overloaded and overweight luxury car.

APPEARANCE: It's instantly identifiable as a Nissan Z, but the Nismo has
unique front and rear panels and a large wing directly behind the rear
window. Stealth factor zero… The flat front and projecting air dam,
extended side sills, and venturi-look lower rear panel are all functional,
and help ensure that aerodynamic lift at high speeds is nonexistent.
Attention to detail -- the grille crossbar is wing-shaped in cross-section,
and tilted to provide downforce. Red tape accents are found there, on the
outside mirrors, and on the rear faux-venturi panel. The front air dam is
low, and even though there's not much overhang care should be taken when
parking, getting in or out of driveways, and in avoiding obstacles on the
road.

2014 Nissan 370Z Nismo

COMFORT: There is less difference between the Nismo and a regular Z
inside than out. Biggest is the number plate at the rear of the center
console, reminding you that this is indeed a special, limited-production
model. It's hardly a race car -- pushbutton start/stop, power windows and
mirrors, an efficient climate control system, and audio are all standard.
The optional Bose audio system, fitted to my test car, means AM, FM, and
Sirius/XM radio, plus a CD changer and auxiliary jack. Interestingly, no
USB port -- but here the music most requested will be from the twin
exhausts at the rear. Seats are cloth-covered manual, with Nismo logo. It's
lighter that way, and the driver's cushion is adjustable for tilt. Bolsters
are moderate and the padding does soak up some road harshness. As it has
been since the Z's rebirth in 2002, the main instruments tilt with the
steering wheel for optimum visibility. The steering wheel rim is covered
with leather and Alcantara faux suede, while auxiliary audio and cruise
system controls are found on the spokes. There is some useful storage
around the cabin, with parcel shelves behind the seats and the cargo area
under the hatch behind that. If a spare tire was standard, it's replaced by
a subwoofer with the Bose audio system.

SAFETY: Zone Body Construction with front and rear crumple zones, a full
complement of air bags, active head restraints, a tire-pressure monitoring
system, and security system are among the Nismo Z's passive safety
features. Active safety is addressed by Vehicle Dynamic Control and
traction control systems plus excellent cornering, acceleration, and
braking abilities.

RIDE AND HANDLING: Extensive use of lightweight aluminum alloy for
suspension pieces ensures low unsprung weight for quick suspension
response. Springs, shock dampers, and anti-roll bars are all stiffer than
in the stock Z, and the ride height is lower. On a smooth road, this car is
a joy to drive. On less than perfect pavement it can be painful. Such is
the nature of the beast. Despite the massive tires -- 245/40R19 front,
285/35R19 rear -- steering effort is moderate but appropriate. Ditto for
brake effort -- and with four-piston calipers at the front and twin-piston
rears, all gripping vented discs, this thing can STOP! Huge contact patches
and sticky Bridgestone Potenzas mean excellent grip. A viscous limited-slip
differential ensure that power gets to the pavement.

PERFORMANCE: Tweaks to the engine management software and a
less-restrictive exhaust add a bit of power to Nissan's VQ37VHR engine.
Horsepower goes from 332 @ 7000 rpm to 350 @ 7400 rpm; torque from 270
lb-ft @ 5200 rpm to 276 at 5200. So there is a bit more urge at the top,
all the better for a track with a long straightaway. Failing that, there is
plenty of low-end, so short-shifting in traffic is no problem -- for the
engine, anyway, never mind the frustrated driver -- and the six-speed
manual has short-throw linkage that makes shifting a pleasure. Shift below
4000 rpm, and there is still plenty of urge, with a pleasant bonus of
reasonable fuel economy. Unleash all the power and it'll get thirstier.
Just put that on the entertainment budget. Downshifting with the SynchroRev
Match® engaged is interesting at first, as it uses the engine management
software to match revs in the manner that an accomplished driver can. It's
a good way to learn to shift better -- practice until it doesn't engage,
meaning that you have correctly matched revs. The pedals are positioned so
that you can do heel-and-toe shifting yourself.

CONCLUSIONS: The Nismo variation of Nissan's 370Z adds serious
performance, but it's still eminently affordable for a car with its
capabilities.

Extra #1: What's a Track Day?

Driving a high-performance car quickly on the street can get expensive.
A PhD in Traffic School is not necessarily a good thing… so take it
to the track. As a start, you can do a driving school in your own car, with
a pro instructor. You can join a car club, usually one for the make and/or
model of your car, and that club may have track days. Which usually have
club members as instructors. Your car will have to pass a technical
inspection, but most likely you won't need full race preparation. You will
need a helmet.

Yeah, it's not necessarily inexpensive. But it's safer than excessive
speeding on a public road with unpredictable traffic, and quite possibly
less expensive than the ensuing tickets and insurance increases. Do note
that your car warranty *does not* cover on-track events. So don't over-cook
it there, either.

Extra #2: 2015 Nissan 370Z Nismo

A few weeks back, Bob Gordon (Co-Publisher of The Auto Channel) sent out an email to all
contributors asking of anyone had been invited to a Nismo introduction in
North Carolina. Nobody had. Nor had anyone else from the automotive press
-- the event was ZDAYZ, a gathering of the Datsun, Nissan, and Nismo
faithful. You know -- the people most likely to buy a Nismo Z. The 2015
version was unveiled, to the most appropriate and appreciative
audience.

What's changed? Most obviously the styling, which looks more like the
GT-R in front. At the rear, the 2014's wing gives way to a "whale tail"
deck spoiler. That's got to be an improvement for rear visibility -- and
you want to be checking your rear in a Nismo so as to be sure that you
don't do something to cause the lights to come on if the wrong car is
behind you. Under the hood, the engine stays the same -- no complaints
there -- but for the first time an automatic transmission will be offered.
It's a seven-speed, similar to what's in the regular Z. Inside, all cars
get Recaro® seats. Yay! There will also be a Tech model with all the
contemporary electronic gizmos and gadgets.

Purists will moan about diluting the character of the car, and reducing
exclusivity. But the automatic and Tech model mean greater sales potential,
and so a greater likelihood of continued Nismo Z production. And you can
still get a stick and no gadgets.

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